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was OK OIL MOTOR ENGINE; No; 555,898. Patented Mar. 3, 1896.

(No Model.) 8 2 Sheets-Sheet 2.

F. W. GROSSLEY 8: J. ATKINSON. GAS 0R OIL MOTOR ENGINE.

No. 555,898. Patent 1896.

edMar. 3,

rrnn STATES 0 FFICE,

OF AMHERST, FALLOWVFIELD, ENGLAND.

GAS OR OIL MOTOR ENGINE.

SPECIFICATION forming part of Letters Patent No. 555,898, dated March 3, 1896.

Application filed August 21, 1894- Serial'No. 520,944. (No model.) Patented in England September 8, 1893, No. 16,900 and in France February 5, 1894, lid 236,061.

To aZZ whom it may concern:

Be it known that we, FRANCIS TILLIAM CROSSLEY, a resident of Ancoats, Manchester, and JAMES ATKINSON, a resident of Amherst, Fallowfield, England, subjects of the Queen of Great Britain, have invented certain new and useful Improvements in Gas or Oil Motor Engines, (patented in England September 8, 1893, No. 16,900, and in France Feb ruary 5, 1894:, No. 236,061,) of which the following is a specification.

Our invention relates to gas and oil motor engines which work on what is known as the Otto cycle-that is to say, the piston, in its outstroke, draws combustible charge into the cylinder. In its instroke it compresses the charge; through its next outstroke it is propelled by the pressure of the ignited charge, and through the succeeding instroke it expels the products of combustion. There is necessarily a space for charge in the cylinder behind the piston at theeXtreIne of its instroke, which space, as such engines are usually constructed and worked, remains full of residuary products of combustion at the end of the expelling stroke, and as the fresh combustible charge has to mix with these its capability of being ignited and its efficiency as work ing fluid are seriously impaired, particularly when gases or vapors of comparatively low combustibility are employed. Various m ethods have been proposed to remedy this defect-as, for instance, by pumping in air or pumping out the products of combustion Our invention relates to novel means of thoroughly clearing out the residuary products of combustion from the charge-space of the cylinder and filling that space with pure air or combustible mixture during the first portion of each charging stroke. \Ve effect this as we shall describe, referring to the accompanying drawings;

Figure 1 is an end view of the cylinder of a gas or oil motor engine arranged to operate according to our invention. Fig. 2 is a 1011- gitudinal section of the rear part of the cylinder on the line Y Y, Fig. 4. Fig. 3 is a transverse section on the line X X of Fig. 4, which is a sectional plan 011 the line 1 1, Fig. 1.

The piston G, which in Figs. 2 and 4 is shown at the extreme of its instroke, is by preference made concave on its face, and the rear end of the cylinder is likewise made con cave, so that the space A behind the piston is of such form that gaseous fluid can sweep readily and uniformly through it, as indicated by the arrows.

B is the valve by which, when it is open, air, or air mixed with combustible gas or vapor, can enter the space Athrough a passage which at H is gradually narrowed in plan and heightened in elevation, so that the fluid passing in shall spread uniformly through the space A.

M is the gas-valve.

From the space A a passage leads to the exhaust-valve 0, this passage being at E gradually widened in plan and lowered in. eleva tion, the reverse of inlet-passage 11, so that fluid shall readily and uniformly pass through and out from the space'A behind the piston. The exhaust-pipeF (shown in Figs. 1 and 3 as extending from the exhaust-valve O) is made of considerable length. The length of the exhaust-pipe, however, is of importance. It is controlled to some extent by the speed at which the engine runs. At speeds commonly used we find a length of about sixty feet gives the best results, and in this length there should be no chamber of any material capacity, such as a large exhaust-box. Small exhaustboxes may be used without materially affecting the result, and also silencing apparatus, such as chambers containing gravel, may be used at the end of the exhaust-pipe. If the engine runs faster a shorter length will suflice; if slower a longer length is necessary.

The purpose of the long exhaustpipe we shall presently explain in describing the operation of the engine.

The air-Valve B, exhaust-valve O and gasvalve M are shown as operated by doubleended levers 7t, Z and M, which, as indicated, are hung in suitable bearings connected with the engine, and at one of their ends they each engage the valve-stems O, b and m of their respective valves, while at their other extremities they are each provided with a frictionroller L, 'm and 7a. These (the air, exhaust,

and gas levers) are actuated to operate their respective valves by means of cams K, L and L upon the shaft J, the said cams being arranged to. en gage the friction'rollers on the said valvelevers in their rotation and at the desired times. The cam-shaft J is mounted in suitable bearings alongside the cylinder G and arranged to be driven at half the speed of the crank-shaft.

5 The mechanical connections here illustrated show one of the many ways in which the valves of the engine may be operated; but we do not limit ourselves thereto, as they may be modified without departing from our invention, as

[ will be understood by those skilled in the art. \Ve so adjustthe cam or other gear which works the exhaust-valve C that it is opened some time before the piston reaches the end of the propelling outstroke in the ordinary I manner that it is kept open during the whole of the expelling instroke, and also during the earlier part of the charging stroke until the crank has moved about forty-five degrees past its center. Also when the chargingzo valve B is worked by the engine we arrange the gear so that it shall be opened before the piston has completed its expelling instroke that is to say, while the crank has some fortyfive degrees to move before this instroke is 2 5 completed. In some cases, however, the charging-valve B need not be worked by the engine but left to open and close automaticallyf These adjustments being made, the operation is as follows: Toward the end of the propelling outstroke, when the gases in I the cylinder are at considerable pressure, the v exhaust-valve C is opened and a rapid outrush of gases takes place, putting in motion the long column of gaseous fluid in the ex- 3 5 haust-pipe F. The momentum of this column causes a rapid reduction of pressure in the cylinder, so that while the piston is approachf ing the end of its instroke and beginning its charging outstroke fresh air rushes past the l4o valve B into the cylinder, eifectually clearin g out the residuary products of combustion i from this ace A which is thus left charged with pure al r ready to receive the combustible gas or vapor which may be introduced as the piston continues its charging outstroke. The timing of the exhaust and charging valves mentioned are suitable for normal speeds. When these are exceeded the exhaust-valve may be held open for a still greater proportion of the charging stroke.

The shape of the cylinder end and the positions of the valves may be varied to suit circumstances. Itis, however, essential that they must be such as to enable gases to pass uniformly through from the charging-valve B to the exhaust-valve O. The length of the exhaust-pipe may also be varied so long as its proportions conform to the principles set forth.

\Ve do not limit ourselves to the mechanical details shown and described by way of illustration, as they may be modified in many particulars without departing from the invention.

What We claim is 1. A gas or oil motor engine having its cylinder provided with a charging-space in rear of its piston and formed with extended inlet and exhaust openings, said openings extending respectively into and from the chargingspace and respectively gradually narrowed in plan and heightened in elevation, and widened in plan and lowered in elevation as they merge with the charging-space, whereby the inrushing air entering through the inletopening Will be deflected and sweep uniformly through the charging-space to the exhaustvalve.

2. A gas or oil motor engine having its cylinder provided with a charging-space in rear of its piston said space formed with extended inlet and exhaust openings, said openings being respectively gradually narrowed in plan and heightened in elevation, and widened in plan and lowered in elevation as they merge with the charging-space, whereby the inrushing air entering through the inlet-opening will be deflected and pass uniformly through the charging-space to the exhaust-valve in combination with an exhaust-pipe.

3. A gas or oil motor engine having its cylinder provided with a charging-space in rear of its piston and formed with extended inlet and exhaust openings on opposite sides of the charging-space, said openings being respectively gradually narrowed in plan and height ened in elevation, and widened in plan and lowered in elevation as they merge with the charging-space and an exhaust-pipe extending from the exhaust-opening.

4. A gas or oil motor engine having the rear end of its cylinder and of its piston arranged to form a spheroidal charging-space, said cylinder being provided with inlet and outlet openings on approximately opposite sides of the charging-space, said openings being respectively gradually narrowed in plan and heightened in elevation and widened in plan and lowered'in elevation as they merge with the charging-space, an exhaust-pipe and suitable valves and valve-operating mechanism controlling the inlet and outlet openings.

5. A gas or oil motor engine having a cylinder formed with a charging-space at its rear end, inlet and exhaust openings merging with the charging-space, an exhaust-pipe, means for opening the exhaust-valve as is usual before the completion of the propelling stroke thereby imparting motion to the column of gases in the exhaust-pipe thus rapidly reducing the cylinder-pressure,and means for keeping open both exhaust and inlet valves until the piston has traversed a portion of its outward charging stroke.-

6. In a gas or oil motor engine a cylinder and piston arranged to have a chargingspace between their rear ends when piston is at full instroke, inlet and exhaust openings into the chargingspace, an exhaust-pipe and means for opening as is usual the exhaust before completion of power stroke, and by escape of gases forcibly starting into outward motion the column in the exhaust-pipe, and for keeping said valve open during part of the succeeding charging outstroke, and means also for opening the air-valve before the completion of the expelling instroke and for keeping it open also during the first part of the charging outstroke.

7. In a gas and oil motor engine, a cylinder having a charging-space at its rear end, inlet and exhaust ports an exhaust-pipe and means for opening and closing said ports and for keeping them both open simultaneously during a portion of the exhaust instroke and of the charging outstroke.

8. In a gas and oil motor engine, the combination with the cylinder having a chargingspace,of suitable inlet and exhaust valves and an exhaust-pipe, the same having such length and capacity that when its column of gases is started outward on the opening of the exhaust-valve by the outrushing of the gases in the cylinder, the momentum thereof will 20 

